Overhead monorail transportation system

ABSTRACT

A monorail coach is suspended from a lightweight overhead rail structure by a coupling mechanism which provides a laterally rigid coupling between the coach and the rail structure. This converts any lateral sway movement of the coach into a torsional force on the rail structure, thereby enabling the rail structure to control and minimize such sway movement. The overhead rail structure is supported from tower structures by means of cantilever type tower arms which are constructed to have a load deflection which is substantially the same as the load deflection of the rail structure intermediate the tower structures. This enables the coach to ride at a substantially constant elevation during its passage along the rail system. The rail structure is further constructed to have a weight per linear foot such that the kinetic energy of the coach at a relatively low coach velocity exceeds the energy required to straighten a laterally deflected span of the rail structure. This enables operation of coaches at higher operating speed without producing undesirable vibration effects.

United States Patent [72] Inventor Murel G. Goodell l5 Briar Oaks Lane, Houston, Tex. 77027 [21] Appl. No. 835,421 [22] Filed June 23, 1969 [45] Patented Dec. 14, 1971 [54] OVERHEAD MONORAIL TRANSPORTATION SYSTEM 1 Claim, 9 Drawing Figs.

[52] U.S.Cl 104/89, 105/153 [51] lnt.Cl B6lb3/02 [50] Field oISearch 104/89,93, 96, 117, 106, 116; 105/149, 153

[56] References Cited UNITED STATES PATENTS 994,461 6/191 1 Harding 104/96 1,81 1,270 6/1931 Henderson. 104/106 2,061,857 11/1936 Spurrier 104/93 2,976,818 3/1961 Bingham 104/93 1,491,671 4/1924 Cheneau 104/ 1 16 2,383,835 8/1945 Ackermann 1,685,720 9/1928 Nelson ABSTRACT: A monorail coach is suspended from a lightweight overhead rail structure by a coupling mechanism which provides a laterally rigid coupling between the coach and the rail structure. This converts any lateral sway movement of the coach into a torsional force on the rail structure, thereby enabling the rail structure to control and minimize such sway movement. The overhead rail structure is supported from tower structures by means of cantilever type tower arms I which are constructed to have a load deflection which is substantially the same as the load deflection of the rail structure intermediate the tower structures. This enables the coach to ride at a substantially constant elevation during its passage along the rail system. The rail structure is further constructed to have a weight per linear foot such that the kinetic energy of the coach at a relatively low coach velocity exceeds the energy required to straighten a laterally deflected span of the rail structure. This enables operation of coaches at higher operating speed without producing undesirable vibration effects.

OVERHEAD MONORAIL TRANSPORTATION SYSTEM BACKGROUND OF THE INVENTION N This invention relates to overhead monorail transportation systems.

Various forms of overhead monorail systems have been heretofore proposed. In these previously proposed systems, considerable emphasis has been placed on providing highly rigid rail structures which do not undergo any appreciable deflection during the passage of a monorail coach. This, however, requires the use of fairly massive structures which, in turn, considerably increases the cost of constructing the system. The use of more massive structures also frequently increases the lateral space requirements for the structures.

Another matter of importance for overhead monorail systems is that of safety. The monorail system should be derailment proof. It should also be capable of operating under fairly severe weather conditions such as, for example, wintertime weather conditions in the more northern regions of the northern hemisphere. Past solutions for these requirements have been in directions which increase either the cost or the complexity of the system or both.

SUMMARY OF THE INVENTION It is an object of the invention, therefore, to provide a new and improved overhead monorail transportation system having a less costly form of construction.

It is another object of the invention to provide a new and improved overhead monorail system wherein the rail structure is of lightweight construction and yet the system provides a smooth and comfortable ride for passengers in the monorail coaches.

It is a further object ofthe invention to provide a less costly overhead monorail system which is highly derailment proof and which is capable of operating under wintertime weather conditions.

It is an additional object of the invention to provide a new and improved overhead monorail system wherein the coach units can be operated at higher speeds without producing undesirable vibration effects.

In accordance with one feature of the invention, a monorail transportation system comprises overhead rail means, coach means and coupling means for movably suspending the coach means from the rail means. The coupling means includes means for converting lateral sway movements of the coach means into torsional forces on the rail means for enabling the rail means to control such sway movement.

In accordance with another feature of the invention, the overhead rail structure is supported from tower structures by means of laterally extending arm structures which are constructed to provide an arm deflection during the passage of a monorail coach which cooperates with the rail structure deflection intennediate the lower structures for enabling the monorail coach to ride at a substantially constant elevation during its passage along the rail structure.

In accordance with a further feature of the invention, the overhead rail structure is constructed to have a weight per linear foot such that the kinetic energy of the monorail coach at a relatively low coach velocity exceeds the energy required to straighten a laterally deflected span of the rail structure.

For a better understanding of the present invention, together with other and further objects and features thereof, reference is had to the following description taken in connection with the accompanying drawings, the scope of the invention being pointed out in the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Referring to the drawings:

FIG. 1 shows an elevational view of a monorail coach and a portion of an overhead rail structure;

FIG. 2 is an enlarged plan view of a portion of the FIG. 1 system showing one of the wheel truck structures used in coupling the coach to the overhead rail structure;

FIG. 3 is a cross-sectional view taken along section line 3- 3 of FIG. 2, with portions of the structure being omitted for simplicity of explanation;

FIG. 4 is a plan view taken along section line 4-4 of FIG. 3;

FIG. 5 is a fragmentary cross-sectional view showing a modified form of construction for a portion of the structure of FIG. 3;

FIG. 6 is an elevational view showing several spans of an overhead rail structure for the case where the tower structures are of a rigid construction;

FIG. 7 is an elevational view showing several spans of the overhead rail structure for the case where the tower structures are of a flexible construction;

FIG. 8 is an enlarged elevational view of the upper portion of one of the tower structures of FIG. 7; and

FIG. 9 is a plan view showing several spans of the rail structure of FIG. 7.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, there is shown a portion of an overhead monorail transportation system constructed in accordance with a representative embodiment of the present invention. FIG. 1 shows a monorail coach unit 10 suspended below an overhead rail structure 11. The apparatus for coupling the coach 10 to the rail structure 11 includes truck structure in the form of a pair of wheel truck units 12 and 13 having pneumatic tired wheels which are adapted to roll on the upper surface of the rail structure 11. Since the truck units 12 and 13 are of identical construction only the truck unit 12 will be considered in detail. With this in mind, the truck unit 12 and the portions of the coach coupling apparatus associated therewith will be described in detail with the aid of FIGS. 2 and 3, as well as FIG. 1. Note that the plan view of FIG. 2 shows only the right-hand truck unit 12 of FIG. 1.

Before going into the details of the truck unit 12, it is helpful to consider in detail theshape and nature of the rail structure I]. This is best seen in the cross-sectional view of FIG. 3. As there indicated, the rail structure 11 includes a body portion formed by a top plate 14, a pair of downwardly extending sideplates l5 and 16 and periodically spaced cross plate or diaphragms 17. The spaced-apart diaphragms 17 are provided with central cutouts 18. The top plate 14 is provided with downwardly depending flanges 14a to which are welded the sideplates l5 and 16. The rail structure 11 further includes an upper rail portion or member 20 which is centrally located on the flat upper surface of thetopplate l4 and which extends upwardly therefrom. Upper rail member 20 is welded to the top plate 14. The rail structure 11 further includes a lower rail portion or member 22 which is welded to and extends downwardly from the side plates 15 and 16 of the body portion of the rail structure ll. As is seen from this cross-sectional view of the rail structure 11, such rail structure 11 is of lightweight box beam type of construction.

The rail structure 11 extends along the length of the transportation route to be traversed by the monorail coach 10. The rail structure 1 l is supported above the surface of the earth by means of spaced apart tower structures which will be considered in greater detail hereinafter. These tower structures are provided with laterally extending arm structures, the lateral extremities of which are attached to the rail structure I I. The lateral extremity of one of these tower arm structures is indicated at 23 in FIG. 3. As there indicated, the arm structure 23 is welded to the side plate 16 of the rail structure 1 1.

In this description, the terms lateral and longitudinal are used to denote directions which are referenced to the rail structure 11. The term lateral is used to denote a horizontal direction at right angles to the path followed by the rail structure 11, while the term longitudinal" is used to denote a direction running parallel to the path of the rail structure 11.

Considering now the details of the truck unit 12 and the coach coupling apparatus associated therewith and referring to FIGS. 1-3, it is seen that the truck unit 12 includes pneumatic tired wheels 24 which are adapted to roll on the flat upper surface of the top plate 14 of the rail structure 1 1. As indicated in the plan view of FIG. 2, these pneumatic tired wheels 24 are rotatably mounted in pairs on axles 25 which are, in turn, rigidly attached to a longitudinal frame member 26, such axles 25 and frame member 26 forming part of a rigid truck frame for the truck unit 12. These pairs of wheels 24 straddle the upwardly extending rail member 20. Note that for simplicity of explanation these wheels 24 are omitted from the cross-sectional view of FIG. 3.

The truck unit 12 also includes a power unit or motor 27 for powering one pair of the pneumatic tired wheels 24. Motor 27 is mechanically attached to the longitudinal frame member 26 by means of a lateral member 28 and a bracket member 29 (FIG. 2). Motor 27 includes a rotating shaft 30 which is journaled in a bearing member 31 mounted on the frame member 26. Mounted on the motor shaft 30 is a drive pulley 32 which is coupled by way of a continuous drivebelt 33 to a pulley 34 which is coupled to the closest pair of the pneumatic tired wheels 24. i

The coach coupling apparatus further includes hanger structure rigidly attached to the truck structure and adapted to extend downwardly therefrom to the coach unit 10. This hanger structure includes a tubular vertical hanger arm 35 which is rigidly secured to an overhead support block unit 36 which is, in turn, rigidly secured to the truck frame member 26. As indicated in FIG. 2, this support block unit 36 includes a pair of side plates 37 and 38 having welded therebetween a block member 39. The upper extremity of the vertical hanger arm 35 extends through and is welded to the block member 39. A further block member 40 is welded between the righthand portions of the sideplates 37 and 38. As indicated in FIG. 3, a pipe member 41 extends vertically through the block member 40. This pipe member 41 is provided with an enlarged bell-shaped lower extremity 41a which is retained in a correspondingly shaped recess or receptacle formed in the underside of the block member 40. This pipe member 41 may be welded into place in the block member 40. The support block unit 36 is secured to the truck frame member 26 by means of a connecting arm formed by a short vertical length of pipe 42 '(FIG; 3) and a laterally extending. pipe member 43. Vertical pipe 42 sets in a receptacle in pipe 41 and is welded therein. Lateral pipe member 43 is welded to both the vertical pipe 42 and the frame member 26.

In order to couple the vertical hanger arm 35 to the coach unit l0,'a laterally extending pipe member 44 is welded to the lower end of such hanger arm 35. This lateral pipe member 44 is adapted to slide into a tubular coupling member 45 which is welded to a swivel mechanism 46 which is, in turn, secured to atop portion of the coach unit 10. A flange member 47 is welded to the pipe member 44 on one side of the tubular coupling member 45 and a retaining pin 48 passes through the pipe member 44 at the other side of the tubular coupling member 45. This holds the pipe member 44 in place during usage of the monorail coach I0. Removal of the pin 48 enables the coach to be disconnected from the hanger structure and overhead truck structure. Swivel mechanism 46 enables a horizontal rotational movement of the overhead truck and hanger structure with respect to the coach unit 10 when a curved section of the rail structure 11 is being negotiated by the coach unit 10. Such rotational movement is about the vertical center axis of the swivel mechanism 46. Swivel mechanism 46 is constructed to. prevent vertical movement between the coach 10 and, the tubular coupling member 45. A plan view of the tubular coupling member 45 and associated structure is shown in FIG. 4.

The coach coupling apparatus further includes laterally rigid upper rail engaging means for engaging at least the sides of the upper rail member 20. In the present embodiment, this rail engaging means includes a pair of rigid double-flanged wheels 50 and 51 which roll on the upper rail member 20. These wheels 50 and 51 are constructed of steel or other strong, rigid, Iongwearing material. The wheel 50 is rotatably mounted on a lateral shaft 52 which is welded to a vertical shaft 53 which is, in turn, welded to the truck frame member 26. Wheel 51, on the other hand, is rotatably mounted on a second lateral shaft 54 which is; welded to a downwardly inclined longitudinally extending shaft 55 which is, in turn, welded to the adjacent end of the truck frame member 26. Shafts 52, 53, 54 and 55 are formed of a strong, rigid material such as steel. As such, they provide a laterally rigid coupling between the upper rail-engaging wheels 50 and 51 and the truck unit frame structure.

The coach coupling apparatus also includes laterally rigid lower rail-engaging means for engaging at least the sides of the lower rail member 22. In the present embodiment, this lower rail-engaging means takes the formof a pair of rigid doubleflanged wheels 56 and 57 (FIG. 1) which roll on the lower rail member 22. These double-flanged wheels 56 and 57 are formed of a strong, rigid, long-wearing material such as steel. As best seen in the plan view of FIG. 4, the wheel 56 is rotatably mounted at the end of an upwardly extending arm member 58, the lower end of which is welded to the tubular coupling member 45. The second wheel 57 is rotatably mounted at the end of a second upwardly extending arm member 59 which is also welded to the tubular coupling member 45. Arm members 58 and 59 are constructed of a rigid material such as steel. The rotatable mounting of the wheels 56 and 57 is such as to provide a laterally rigid coupling between the wheels 56 and 57 and the respective am members 58 and 59. There is thus provided a laterally rigid coupling between the lower rail engaging wheels 56 and 57 and the coach unit 10.

As mentioned, the second wheel truck unit 13 and the hanger structure and other coupling apparatus associated therewith is identical in construction to that just considered in detail for the first wheel truck unit 12. As shown in FIG. 1, the two wheel truck units 12 and 13 are coupled to one another by means of a tie bar 60. As indicated in FIG. 3, the end of the tie bar 60 at the truck unit 12 is attached to a sleeve member 61 which is rotatably mounted on the vertical pipe member 41. The other end of the tie bar 60 is coupled in a similar manner to the structure of the other truck unit 13. The rotational movement provided by sleeve member 61 is required for enabling the truck units 12 and 13 to negotiate a curved section of the rail structure 11.

If desired, the truck units 12 and 13 can be provided with protective covering or housing structures. Also, it is not necessary that both truck units of a given coach be provided with motors. In addition, if several coach units .are coupled together to. form a train, then only one of the coach units need be provided with a motor, the other coach units being pushed or pulled along by the motorized unit.

FIG. 5 shows a modified form of construction for the laterally rigid upper rail-engaging means. As there indicated, such rail-engaging means can take the form of a rigid block member 64 having sets of roller bearings 65 and 66 mounted on the downwardly extending legs of such block member 64. These roller bearings 65 and 66 are adapted to engage the two sides of the upper rail member 20. This structure, together with the rigid shafts 52 and 53, provides a laterally rigid coupling between the upper rail member 20 and the truck structure frame member 26.

As is seen from the foregoing descriptions of FIGS. 1-5, the apparatus for coupling the coach 10 to the rail structure 11 includes means for providing a rigid coupling between the coach 10 and the rail structure 11 with respect to lateral sway movements of the coach 10. Looking at FIG. 3 and assuming, for sake of example, that the coach 10 attempts to sway toward the right, this causes the structure formed by the tubular coupling member 45, the vertical hanger arm 35, the upper support block unit 36, the laterally extending pipe member 43 and the shaft 52 (which structure is of a generally C-shaped configuration) to rotate in a counterclockwise manner with respect to the rail structure 11. This moves the lower rail engaging wheels 56 and 57 to the right and the upper rail-engaging means wheels 50 and 51 to the left. This produces a torsional or twisting force on the rail structure 11. The reaction of the rail structure 11 in resisting this torsional force serves to control and minimize the lateral sway movement of the coach 10. In other words, the torsional resistance or inertia of the rail structure 11 is transferred to the coach to minimize sway movements of the coach 10.

The laterally rigid coach coupling mechanism provides further advantages. It considerably minimizes the possibility of derailment in the event one or more of the pneumatic tires of the principal load carrying wheels 24 should become punctured and go flat. Such coupling mechanism further improves the performance and safety of the equipment under adverse weather conditions The structures for the upper and lower rail-engaging wheels provide a relatively tight vertical fit between these rail engaging wheels and the upper and lower rail members and 22. Such structures also provide a relatively tight fit between the pneumatic tired wheels 24 and the upper surface of the top plate 14 of the rail structure 11 (assuming proper inflation of such pneumatic tires). Both of these factors enable the equipment to perfonn satisfactorily even though ice or snow may be present on the rail structure 1 1.

Considering now some important additional features of the present monorail system and referring first to FIG. 6, there is shown an elevational view showing several spans of an overhead rail structure 70. Such rail structure 70 is supported above the earth's surface 71 by means of a series of tower structures 72 located at spaced-apart points along the transportation route. In accordance with the heretofore customary practice in the monorail industry, the tower structures 72 would be made very rigid in nature such that they would not suffer any significant vertical deflection during the passage of a monorail coach or a train of such coaches. An attempt would also be made to make the rail structure 70 itself sufficiently rigid so that it also would 'sufier a minimum of deflection intermediate the tower structures. Nevertheless, if such rail structure 70 is to be of a reasonably practical size and cost, then some downward deflection will be experienced when a monorail coach is intermediate the tower structures 72. Such midspan load deflection is indicated by the rail structure 70 shown in a dash line manner. As a consequence of this downward deflection, the monorail coach would experience an up and down hill or roller coaster type motion as it moves along the rail structure. This is undesirable. It can be overcome by using more massive and expensive forms of rail structures or by using relatively closely spaced tower structures or both. Such solutions are, however, undesirable from the cost standpoint.

The novel monorail system of the present invention provides a practical and inexpensive solution to this problem. Several spans of the overhead rail structure 11 constructed in accordance with the present invention are illustrated in FIG. 7. As there indicated, the rail structure 1 l is supported by a series of tower structures 75 located at spacedapart points along the transportation route. A side elevational view of one of the tower structures 75 is shown in FIG. 8. As there indicated. each of the tower structures 75 includes a laterally extending arm structure 23. The rail structure 11 is attached to the lateral extremities of the arm structures 23. In order to overcome the roller coaster effect which would be encountered with rigid tower structures, the tower structures 75 of the present embodiment are provided with arm structures 23 which are constructed to have a load deflection at their lateral extremities which are substantially the same as the load deflection of the rail structure 11 intermediate the tower structures 75 during the passage of a monorail coach. ln other words, the tower arm structures 23 deflect in the same manner and to the same extent as does the rail structure 1 l.

A typical result of this tower arm deflection is indicated by the dotted line representation 11' for the rail structure for the case where the monorail coach 10 is at the position indicated in FIG. 7. As a consequence of the tower arm deflection, the

monorail coach 10, in effect, rides in a valley or trough which moves in step with the movement of such coach 10. As a result, the coach l0 rides at a substantially constant elevation.

In FIG. 8, the maximum deflected position of the rail structure and arm structure is indicated in dotted line form and is designated by the reference numerals ll and 23, respectively. The amount of maximum deflection provided will depend on the spacing between adjacent tower structures. For tower structures spaced on the order of feet apart, such maximum deflection may be, for example, on the order of 3 inches.

A further problem encountered with overhead monorail systems is illustrated in FIG. 9. FIG. 9 shows a plan view of several spans of the rail structure ll of FIG. 7. The normal undeflected position of the rail structure 11 is indicated in a solid line manner. On occasion, such rail structure 11 is subject to lateral distortion or deflection, a principal source of such deflection being the solar heating of the rail structure resulting from the sun shining on such rail structure. Assuming that the rail structure runs in a predominantly north-south direction, then during the morning hours, for example, the sun shines predominantly on one side of the rail structure 1 1. This heats that side of the rail structure to a higher temperature than the other side. The resulting thermal expansion of the heated side causes the rail structure 11 to bow outwardly or laterally in the direction of the heated side. This bowing or lateral deflection is indicated by the dotted line construction 11" in FIG. 9. Such lateral deflection tends to produce undesired lateral motions or movements of the monorail coach as it moves down the rail structure 11.

A monorail system constructed in accordance with the present invention overcomes this lateral deflection problem. In particular, the rail structure 11 of the present embodiment is constructed to have a weight per linear foot such that the kinetic energy of the coach unit 10 at a relatively low coach unit velocity exceeds the energy required to straighten a laterally deflected span of the rail structure 11 during the passage of the coach unit. Thus, the coach It) acts to temporarily straighten the rail structure 11 as it moves down such rail structure. This eliminates the undesired lateral coach movements and vibrations which would otherwise be produced by the lateral deflection of the rail structure 11.

The weight per foot of the rail structure 11 should be such that the kinetic energy of the coach 10 provides the necessary straightening action at a coach unit velocity of less than 10 miles per hour, a figure on the order of 5 to 6 miles per hour being preferred. For coach units of average size and weight, the rail structure 11 should have a weight per foot of 200 pounds or less, a figure in the range of 1 14 to 144 pounds per linear foot being preferred. in addition to giving a more comfortable ride, the elimination of the lateral deflection effects at such a low coach velocity enables the operation of coach units at substantially higher speeds than can be achieved with present day monorail systems.

From the foregoing descriptions of various features of the present invention, it is seen that a monorail system constructed in accordance with the present invention considerably reduces the cost of the system by utilizing a lightweight form of rail structure construction. At the same time, the system is constructed to overcome the various problems that are encountered with lightweight rail structures.

While there are have been described what are at present considered to be preferred embodiments of this invention, it will be obvious to those skilled in the art that various changes and modifications may be made therein without departing from the invention, and it is, therefore. intended to cover all such changes and modifications as fall within the true spirit and scope of the invention.

What is claimed is:

1. An overhead monorail transportation system comprising:

a series of tower structures located at spaced-apart points along the transportation route, each tower structure including a laterally extending arm structure;

an overhead rail structure having a body portion attached to the lateral extremities of the tower arm structures, an upper rail portion extending upwardly from such body portion and a lower rail portion extending downwardly from such body portion;

acoach unit adapted to be suspended from the rail structure and adapted for movement along such rail structure;

truck structure including pneumatic tired load and propulsion wheels adapted to roll on the upper surface of the body portion of the rail structure and in spaced relation on each side of said upper rail portion;

hanger structure rigidly attached to the truck structure and adapted to extend downwardly therefrom to a point below the rail structure;

means for coupling the lower portion of the hanger structure to the coach unit, such coupling being rigid with respect to lateral sway of the coach unit; means for providing a laterally rigid coupling between said truck structure and said coach unit, said means including: 1. a set of rigid double-flanged wheels for rolling on the upper rail portion of the rail structure; 2. means for maintaining said wheels in engagement with said upper rail portion; and means for providing a laterally rigid coupling between the lower portion of said hanger structure and said couch unit, said means including: 1. a set of rigid double flanged wheels for rolling on the lower rail portion of the rail structure; and 2. means for maintaining said wheels in engagement with said lower rail portion.

I t i t 

1. An overhead monorail transportation system comprising: a series of tower structures located at spaced-apart points along the transportation route, each tower structure including a laterally extending arm structure; an overhead rail structure having a body portion attached to the lateral extremities of the tower arm structures, an upper rail portion extending upwardly from such body portion and a lower rail portion extending downwardly from such body portion; a coach unit adapted to be suspended from the rail structure and adapted for movement along such rail structure; truck structure including pneumatic tired load and propulsion wheels adapted to roll on the upper surface of the body portion of the rail structure and in spaced relation on each side of said upper rail portion; hanger structure rigidly attached to the truck structure and adapted to extend downwardly therefrom to a point below the rail structure; means for coupling the lower portion of the hanger structure to the coach unit, such coupling being rigid with respect to lateral sway of the coach unit; means for providing a laterally rigid coupling between said truck structure and said coach unit, said means including:
 1. a set of rigid double-flanged wheels for rolling on the upper rail portion of the rail structure;
 2. means for maintaining said wheels in engagement with said upper rail portion; and means for providing a laterally rigid coupling between the lower portion of said hanger structure and said couch unit, said means including:
 1. a set of rigid double flanged wheels for rolling on the lower rail portion of the rail structure; and
 2. means for maintaining said wheels in engagement with said lower rail portion.
 2. means for maintaining said wheels in engagement with said upper rail portion; and means for providing a laterally rigid coupling between the lower portion of said hanger structure and said couch unit, said means including:
 2. means for maintaining said wheels in engagement with said lower rail portion. 